Internal-combustion engine



Oct. 22, 1929. J. J. HRusKA 1,732,682

' INTERNAL COMBUSTION ENGINE Filed March 26, 192' 3 Sheets-Sheet 1 "foxy/7 J f/f'my/ra, ZI

Oct. 22, 1929. J. J. HRUSKA INTERNAL COMBUSTION ENGINE Filed march'zs, 192 a Sheets-Shet w m m I M n 32 MIL b R k n 1 W HM I m h u M 5 Qt 9 9 fig I ME QR O \m \0 w Y Q R M N 22, 1929' I J.IJ. HRUSKA 1,732,682

INTERNAL COMBUSTION ENGINE Filed March 26, 192 5 Sheets-Sheet 3 z/w w Patented Oct. 22 1929 JOSEPH J. HRUSKA, F MILWAUKEE, WISCONSIN INTERNAL-COMBUSTION ENGINE Application filed March 26, 1927. Serial No. 178,719.

This invention relates to an internal combustion engine, and has for its primary object a construction whereby the efiiciency of the engine as a whole is materially i11- creased due to the novel arrangement and coaction between two sets of piston structures that act conjointly to subject the fuel to an excessive compressing action and time the entrance thereof into the engine.

An object of the invention is the novel construction of two mechanisms of practically identical construction, with the exception that one travels faster than the other, acting conjointly to subject the fuel to an excessive pressure to produce greater power when the compressed fuel is ignited.

Another object of the invention is the design of mechanism performing the dual function of controlling the flow of fuel to the engine and the exhaust of gases from the engine and compressing the fuel to an excessive degree.

Still another object of the invention is the utilization of three major mechanisms, one the power mechanism, the other the compression and control mechanism cooperating therewith in a novel manner, and valve mechanism under the control of the power mechanism and in turn under the control of the compression mechanism.

With these and other objects in view, my invention will be better understood from a description of the same taken in connection with the accompanying drawings, wherein Figure 1 is a side elevation of an engine constructed in accordance with my invention;

Figure 2 is a longitudinal vertical sectional view;

Figure 3 is a transverse cross sectional view.

Again referring to the drawing illustrating one of the many constructions of my invention, the numeral 1 designates the casing of the engine including in its construction a crank pan 2 and cover 3 which allow ready accessibility. The engine includes a plurality of main cylinders 4 in which is slidably mounted the main pistons 5 constituting a portion of the power mechanism, designated in its entirety by the numeral 6. This power mechanism includes the main crank shaft 7 connected to the pistons by the connecting rods 8.

The valve mechanism 9 is of a well known constuction comprising the timing gears 10, tappets 11 and valves 12, one for the intake passage 13, the other for the exhaust passage 14. The intake passage 13 terminates in an inlet port 15 and the passage 14 terminates inan outlet port 16, both opening into an auxiliary chamber cylinder 17 arranged in axial alignment with the main cylinder, but in this particular case of less capacity. The auxiliary cylinders are equal in number to the main cylinders, thereby providing one:

auxiliary cylinder for each main cylinder.

Arranged intermediate the valve mechanisin and cooperatively associated with the auxiliary cylinders is the compression and control mechanism, designated in its entirety it by the numeral 18. This compression and control mechanism is arranged for the purpose of controlling the flow of fuel from the valve mechanism to the main cylinders and the exhaust of gases from the main cylinders to the atmosphere and to further subject the live gases to a high compression action at the time of the igniting thereof, and thus I am able to obtain greater power from the ignited gases and besides capable of using heavier grades of fuel for driving internal combustion engines. I

In the particular construction shown, the compression and control mechanism comprises an auxilary crank shaft 19 connected to a plurality of auxiliary pistons 20 slidably mounted in the auxiliary cylinders and connected to the crank shaft by a connecting rod 21. It will be noted that the group formation of the auxiliary pistons and their re lation to the associated inlet and outlet ports are such that the pistons will selectively move to positions and cooperate with the main pistons to subject the fuel to high compression and will selectively move to positions to cover and uncover the ports to control the flow of fuel into the main cylinders and the exhaust of gases therefrom. The crank shafts are timed in their movement by the drive connection 22 extending from the main crank shaft to the auxiliary cank shaft to drive the latter in unison with the former.

' Referring'to Figure 2, it willbe noted that piston 5 in cylinder A is in position to compress the gas just before the firing thereof, whereas piston in cylinder B 18 commencing JOSEPH J. HRUSKA.

its up stroke to compress the fuel, while pis tonin cylinder C is descending to drawin the charge, and finally piston in cylinder D is starting its up stroke to 'exhaust'spent gasesfrom the cylinder. The various positions of the auxiliary pistonsare such as to facilitate the foregoing results and, this V is brought, about by; having the pistons so arranged and timed that auxiliary piston in cylinder A will have a predetermined spaced parallel relation-with. piston in cylinder A so as to subject the gas therebetween to high compression, and while; this is taking place 7 .thecylinder A is cutoff from communication with the ports of cylinder A. The cylinder B: coacting with cylinderB has the piston therein arranged to cover the ports during the compression stroke, and with relation to piston in cylinder C the corresponding auxiliary cylinder C has the piston therein arranged to uncover the ports forthe flow of fuel into the cylinder C when the intake valve has been properly opened by the valve mechanism, and finally the auxiliary cylinder D associated withcylinder D hasits piston positioned above the ports to allow the exhaust gases to be forced: through the exhaust passage when the associated exhaust valve has been opened by the valve mechanism. 7

vThus it will be appreciated that the various pistons and associated parts are so arranged and' so related and timed that the passage of fuel to and from the various cylinders is facilitatedand the live fuel sub- -ject to high compressions; It is,' of course, to be understood-that the various parts may be designed in various other manners than illustrated and assodated in other relations and, therefore, I do notde'sire to be limited in any manner except as hereinafter claimed.

I -I claim J l In an lnternalcombustion engine, an elon- I gated cylinder'having an axially alined main bore 'and an auxiliary bore, the main bore being of greater diameter than the auxiliary .bore,"the auxiliary bore having diametri- 'callyiopposed inlet and outlet ports formed therein; a main piston 5 reciprocally mounted 

